CN115680962A - Engine control method and related equipment - Google Patents
Engine control method and related equipment Download PDFInfo
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- CN115680962A CN115680962A CN202211120390.7A CN202211120390A CN115680962A CN 115680962 A CN115680962 A CN 115680962A CN 202211120390 A CN202211120390 A CN 202211120390A CN 115680962 A CN115680962 A CN 115680962A
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The application provides an engine control method and related equipment, which are applied to vehicle-mounted equipment, wherein the method comprises the following steps: when the vehicle is monitored to be in an acceleration state, if the vehicle meets a preset control condition, acquiring an initial parameter value of an oil injection control parameter of an engine of the vehicle and an initial angle of an ignition advance angle of the engine; adjusting the oil injection control parameter from the initial parameter value to the target parameter value, and then starting timing; moving the ignition advance angle from an initial angle to a target angle within a preset time length, and monitoring whether the engine knocks; if the engine knocks, controlling the ignition advance angle to start moving from the target angle by a first preset angle until knocking disappears; and if the engine does not knock, controlling the ignition advance angle to return to the initial angle from the target angle, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value. The application can improve the power response performance of the vehicle when a driver steps on the accelerator suddenly.
Description
Technical Field
The application relates to the field of automobiles, in particular to an engine control method and related equipment.
Background
In the running process of an automobile, due to the improvement of the air inlet pressure and the air inlet temperature of a gasoline engine, the intensity of knocking of the engine is obviously increased, the knocking is a special abnormal combustion phenomenon of the gasoline engine, the phenomena of metal knocking, the temperature rise of a cylinder cover, overheating of a cooling system and the like can occur on the engine, and the mechanical performance of the gasoline engine can be rapidly deteriorated after the engine knocks. In order to reduce the adverse effect of knocking on the Engine, when an Engine Management System (EMS) monitors the operation of a large throttle by a driver or knocking of the Engine, a common solution is to retard the ignition timing of the Engine, which causes a decrease in the torque output rate of the Engine, thereby affecting the dynamic response performance of the vehicle.
Disclosure of Invention
The embodiment of the application discloses an engine control method and related equipment, and solves the problem that the power response performance of a vehicle cannot be guaranteed when a driver steps on an accelerator suddenly.
The present application provides an engine control method, the method comprising:
when a vehicle is monitored to be in an acceleration state, if the vehicle meets a preset control condition, acquiring an initial parameter value of an oil injection control parameter of an engine of the vehicle and an initial angle of an ignition advance angle of the engine;
adjusting the oil injection control parameter from the initial parameter value to a target parameter value, and then starting timing;
moving the ignition advance angle from the initial angle to a target angle within a preset time period, and monitoring whether the engine knocks;
if the engine knocks, controlling the ignition advance angle to start moving from the target angle by a first preset angle until knocking disappears;
and if the engine does not knock, controlling the ignition advance angle to return to the initial angle from the target angle, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value.
In some optional embodiments, the predetermined time period is divided into a first time period and a second time period, and the moving the angle of ignition from the initial angle to a target angle within the predetermined time period comprises:
controlling the ignition advance angle to move to an intermediate angle by a first crank angle in the first period, wherein the intermediate angle is larger than the initial angle and smaller than the target angle;
and controlling the ignition advance angle to move to the target angle by a second crank angle in the second period.
In some optional embodiments, after controlling the spark advance angle to move to an intermediate angle by a first crank angle, the method further comprises:
monitoring whether the engine knocks during the first period;
if the engine knocks in the first time period, controlling the ignition advance angle to move from the intermediate angle by the first preset angle until knocking disappears;
and if the engine does not knock in the first period of time, monitoring whether the engine knocks in the second period of time.
In some alternative embodiments, after controlling the spark advance angle to move to the target angle by a second crank angle, the method further comprises:
if the engine knocks in a second period, controlling the ignition advance angle to move from the target angle by the first preset angle until knocking disappears;
and if the engine does not knock in a second period, controlling the ignition advance angle to return from the target angle to the initial angle, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value.
In some optional embodiments, the method further comprises:
acquiring universal characteristic data of the engine corresponding to a plurality of working condition points;
determining a first target operating point of the plurality of operating points, wherein knocking occurs, based on the universal characteristic data;
calculating a multi-cylinder average receding angle corresponding to the first target working condition point;
determining a first target working condition point corresponding to the multi-cylinder average receding angle larger than a second preset angle as a second target working condition point;
and adjusting the multi-cylinder average receding angle of the second target working condition point to be within a preset angle range according to a preset injection angle and an injection proportion, and determining a parameter value corresponding to the oil injection control parameter as the target parameter value.
In some optional embodiments, the method further comprises:
the monitoring that the vehicle is in an acceleration state comprises: monitoring an accelerator pedal opening of the vehicle and a driver demand torque;
determining that the vehicle is in the acceleration state when the accelerator pedal opening is greater than a first threshold and the driver requested torque is greater than a second threshold;
the determination of the preset control condition comprises the following steps: and judging whether the vehicle meets the preset control condition or not according to the current working state of the engine, the running state of a gearbox control unit under the current driving working condition and the running state of a vehicle body stabilizing electronic system under the current driving working condition.
In some optional embodiments, the controlling the spark advance angle to move from the target angle by a first preset angle until knocking disappears includes:
monitoring whether knocking of the engine disappears or not after the ignition advance angle starts to move from the target angle by a first preset angle;
if the acceleration of the cylinder body vibration of the engine is smaller than the preset acceleration, determining that the knocking of the engine disappears;
and controlling the ignition advance angle to return to the initial angle, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value.
The application also provides an engine control device, the device includes, acquires module, first adjustment module, second adjustment module, first judgement module and second judgement module:
the acquisition module is used for acquiring an initial parameter value of an oil injection control parameter of an engine of a vehicle and an initial angle of an ignition advance angle of the engine if the vehicle meets a preset control condition when monitoring that the vehicle is in an acceleration state;
the first adjusting module is used for adjusting the oil injection control parameter from the initial parameter value to a target parameter value and then starting timing;
the second adjusting module is used for moving the ignition advance angle from the initial angle to a target angle within a preset time length and monitoring whether the engine knocks;
the first judgment module is used for controlling the ignition advance angle to start moving from the target angle by a first preset angle until knocking disappears if the engine knocks;
the second judging module is used for controlling the ignition advance angle to return to the initial angle from the target angle if the engine does not knock, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value.
The present application also provides an in-vehicle apparatus including a processor and a memory, the processor being configured to implement the engine control method when executing a computer program stored in the memory.
The present application also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the engine control method.
The application provides an engine control method and related equipment, when a vehicle is monitored to be in an acceleration state, if the vehicle meets a preset control condition, an initial parameter value of an oil injection control parameter is switched to a target parameter value, an initial angle of an ignition advance angle is moved to a target angle within a preset time after the target parameter value is adjusted, whether the engine knocks or not is judged, if the engine knocks, the ignition advance angle is controlled to move from the target angle to disappear until the knock disappears by the aid of the first preset angle, damage to the vehicle caused by the knock is avoided, if the knock does not occur, the ignition advance angle is controlled to move from the target angle to the initial angle, the target parameter value of the oil injection control parameter is adjusted to the initial parameter value, and under the condition that the torque output rate of the vehicle is increased, the oil injection control parameter is adjusted to the initial parameter value and the ignition advance angle is adjusted to the initial angle.
Drawings
FIG. 1 is a schematic diagram of an application scenario of an engine control method provided in an embodiment of the present application.
FIG. 2 is a flow chart of an engine control method provided by an embodiment of the present application.
Fig. 3 is a flowchart of determining a current operating state of an engine according to an embodiment of the present disclosure.
Fig. 4 is a flowchart of determining an operating state of a transmission control unit under a current driving condition according to an embodiment of the present application.
Fig. 5 is a flowchart illustrating a process of determining an operating state of a body-stabilizing electronic system under a current driving condition according to an embodiment of the present disclosure.
FIG. 6 is a flow chart of another engine control method provided by an embodiment of the present application.
Fig. 7 is a block diagram of an engine control device according to an embodiment of the present application.
Detailed Description
For ease of understanding, some descriptions of concepts related to the embodiments of the present application are given by way of illustration and reference.
In the present application, "at least one" means one or more, "and" a plurality "means two or more. "and/or" describes an association relationship of associated objects, meaning that three relationships may exist, e.g., A and/or B may represent: a exists alone, A and B exist simultaneously, and B exists alone, wherein A and B can be singular or plural. The terms "first," "second," "third," "fourth," and the like in the description and in the claims and drawings of the present application, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order.
In order to better understand the engine control method and the related apparatus provided in the embodiments of the present application, an application scenario of the engine control method of the present application is first described below.
FIG. 1 is a schematic diagram of an application scenario of an engine control method provided in an embodiment of the present application. The Engine Control method provided by the embodiment of the application is applied to the vehicle-mounted device 1, the vehicle-mounted device 1 can be arranged on a vehicle, and the vehicle-mounted device 1 includes, but is not limited to, an Engine Management System (EMS) 12, a Transmission Control Unit (TCU) 13, a vehicle body Stability Electronic System (ESP) 14, a knock sensor 15, a vehicle speed sensor 16, a memory 17 and at least one processor 18, which are communicatively connected to each other through a communication bus 11.
The gearbox control unit 13 is arranged to monitor the operational state of the gearbox control unit under the current driving conditions.
The body stability electronics system 14 is configured to monitor an operational status of the body stability electronics system under current driving conditions.
The engine management system 12 includes an engine 120, the engine 120 is configured to monitor a current operating state of the engine, the engine 120 is further configured to receive a knock signal or a knock disappearance signal from a knock sensor 15, and a shift signal including an acceleration signal and a deceleration signal from a vehicle speed sensor 16.
When receiving an acceleration signal sent by a vehicle speed sensor 16, an engine 120 receives an operation state of a transmission control unit under a current driving condition sent by a transmission control unit 13 and an operation state of a vehicle body stabilizing electronic system under the current driving condition sent by a vehicle body stabilizing electronic system 14, and judges whether the engine management system 12 enters a control mode or not by using the current operation state of the engine monitored by the engine 120, the received operation state of the transmission control unit under the current driving condition and the received operation state of the vehicle body stabilizing electronic system under the current driving condition, wherein the control mode is a control mode for inhibiting the engine knocking and eliminating the knocking after the engine knocks. When the control mode is entered, it is determined that the engine 120 knocks by receiving a knock signal from the knock sensor 15, and that the engine 120 knocks is eliminated by receiving a knock elimination signal from the knock sensor 15.
The schematic diagram 1 is merely an example of the vehicle-mounted device 1, and does not constitute a limitation of the vehicle-mounted device 1, and may include more or less components than those shown, or combine some components, or different components, for example, the vehicle-mounted device 1 may further include an input and output device, a network access device, and the like.
In the running process of an automobile, the intensity of knocking of the gasoline engine is obviously increased due to the improvement of the air inlet pressure and the air inlet temperature of the gasoline engine, the knocking is a specific abnormal combustion phenomenon of the gasoline engine, the phenomena of metal knocking, the temperature rise of a cylinder cover, overheating of a cooling system and the like can occur on the engine, and the mechanical performance of the gasoline engine can be rapidly deteriorated after the engine knocks. In order to reduce the adverse effect of knocking on the Engine, when an Engine Management System (EMS) monitors the operation of a large throttle by a driver or knocking of the Engine, a common solution is to retard the ignition timing of the Engine, which causes a decrease in the torque output rate of the Engine, thereby affecting the vehicle dynamic response performance.
Fig. 2 is a flowchart of a control method of an engine according to an embodiment of the present application.
In order to solve the above technical problem, as shown in fig. 2, an embodiment of the present invention provides an engine control method, which can control an engine according to a coupling control mode of an injection control parameter and an ignition advance angle, so as to improve a power response performance of the engine while suppressing occurrence of knocking in the engine.
The engine control method is applied to an in-vehicle apparatus (e.g., the in-vehicle apparatus 1 of fig. 1). The order of the steps in the flow chart may be changed and some steps may be omitted according to different needs.
And 21, when the vehicle is monitored to be in an acceleration state, if the vehicle meets a preset control condition, acquiring an initial parameter value of an oil injection control parameter of an engine of the vehicle and an initial angle of an ignition advance angle of the engine.
In the embodiment of the application, after the vehicle starts to run, the running state of the vehicle is monitored, and the monitoring of the running state of the vehicle comprises monitoring whether the vehicle is in an acceleration state or not.
In this embodiment, the vehicle speed sensor is configured to monitor an accelerator pedal opening degree of the vehicle and a driver demand torque, where the accelerator pedal opening degree refers to a decision parameter of an output torque of the power output system, that is, a variation range of an accelerator pedal of the vehicle, and the driver demand torque refers to a steady-state driving characteristic of the entire vehicle. When the monitored opening degree of an accelerator pedal of the vehicle is greater than a first threshold value and the monitored torque required by the driver is greater than a second threshold value, the vehicle is determined to be in an acceleration state, and an acceleration signal is sent out, wherein an engine management system is used for receiving a speed change signal sent by a vehicle speed sensor, and the speed change signal can be an acceleration signal. When the engine management system receives an acceleration signal sent by a vehicle speed sensor, the vehicle is determined to be in an acceleration state.
Monitoring the operating condition of the vehicle, for example, monitoring the operating condition of the vehicle, while the vehicle is in an acceleration state, may include, but is not limited to, at least: the current operating state of the engine, the operating state of the transmission control unit and the operating state of the body stability electronics system are monitored.
In order to guarantee the running performance of the vehicle, whether the vehicle meets the preset control condition needs to be determined, and the determination of the preset control condition comprises the following steps: judging whether the current working state of the engine meets the preset control condition, judging whether the running state of a gearbox control unit under the current driving working condition meets the preset control condition, and judging whether the running state of a body stabilizing electronic system under the current driving working condition meets the preset control condition. And when the current working state of the engine, the running state of the gearbox control unit under the current driving working condition and the running state of the body stabilizing electronic system under the current driving working condition all meet preset control conditions, judging that the vehicle meets the preset control conditions. If the vehicle meets the preset control condition, acquiring an initial parameter value of an oil injection control parameter of an engine of the vehicle and an initial angle of an ignition advance angle of the engine.
The specific determination process of the current operating state of the engine will be described below with reference to the determination flowchart shown in fig. 3, so as to clearly determine how to determine whether the current operating state of the engine meets the preset control condition.
And 31, judging whether the engine is in a catalyst heating stage after the engine is started, if the engine is in the catalyst heating stage after the engine is started, the current working state of the engine does not accord with a preset control condition, and if the engine is not in the catalyst heating stage after the engine is started, executing step 32.
And 32, judging whether the rotating speed of the engine is within a preset rotating speed limit range, if the rotating speed of the engine is not within the preset rotating speed limit range, judging that the current working state of the engine does not accord with a preset control condition, and if the rotating speed of the engine is within the preset rotating speed limit range, executing step 33.
And 33, judging whether the engine cooling water temperature is in a preset water temperature limit range, if not, judging that the current working state of the engine does not accord with preset control conditions, and if so, executing step 34.
And 34, judging whether the air inlet temperature of the engine is in a preset temperature limit range, if not, judging that the current working state of the engine does not accord with preset control conditions, and if so, executing a step 35.
And 35, judging whether the ambient pressure is in a preset pressure limit range, if the ambient pressure is not in the preset pressure limit range, judging that the current working state of the engine does not accord with preset control conditions, and if the ambient pressure is in the preset pressure limit range, executing a step 36.
And 36, judging whether the ambient temperature is within a preset temperature limit range, if not, determining that the current working state of the engine does not accord with preset control conditions, and if so, executing step 37.
And 37, judging whether the vehicle speed is within a preset vehicle speed limit range, if not, judging that the current working state of the engine does not accord with the preset control condition, and if so, judging that the current working state of the engine accords with the preset control condition.
The flow shown in fig. 3 is only an exemplary illustration, and in practical applications, the above determination sequence of the parameters corresponding to the current operating state of the vehicle engine is not limited to the sequence shown in fig. 3, and the determination conditions may be flexibly adjusted, increased or decreased according to actual conditions.
For the judgment process of the operating state of the transmission control unit under the current driving condition, the following description will be made with reference to the judgment flowchart shown in fig. 4, so as to clearly determine how to judge whether the operating state of the transmission control unit under the current driving condition meets the preset control condition.
And 41, judging whether the current working state of the gearbox is normal, if the current working state of the gearbox is abnormal, the running state of a gearbox control unit under the current driving working condition does not accord with the preset control condition, and if the current working state of the gearbox is normal, executing the step 42.
And 42, judging whether the current gear of the gearbox is within the range of the set gear limit value, if the current gear of the gearbox is not within the range of the set gear limit value, determining that the running state of the gearbox control unit under the current driving condition does not accord with the preset control condition, and if the current gear of the gearbox is within the range of the set gear limit value, executing a step 43.
And 43, judging whether the temperature of the cooling oil of the gearbox is within a preset limit range, if not, determining that the running state of the gearbox control unit under the current driving working condition does not accord with the preset control condition, and if so, executing step 44.
And 44, judging whether the clutch is in a locking state, if not, judging that the running state of the gearbox control unit under the current driving working condition does not accord with the preset control condition, and if so, executing the step 45.
And 45, judging whether the TCU has a request for lowering the torque, raising the torque or limiting the torque for the EMS, if so, judging that the running state of the gearbox control unit does not accord with a preset control condition under the current driving condition, and if not, executing the step 46.
And 46, judging whether the gearbox is in the gear shifting process, if so, judging that the running state of the gearbox control unit under the current driving working condition does not accord with the preset control condition, and if not, judging that the running state of the gearbox control unit under the current driving working condition accords with the preset control condition.
The flow shown in fig. 4 is only an exemplary illustration, and in practical applications, the above determination sequence of the parameters corresponding to the operating state of the transmission control unit under the current driving condition is not limited to the sequence shown in fig. 4, and the determination conditions may be flexibly adjusted or increased or decreased according to actual conditions.
In the following, a description will be given with reference to a determination flowchart shown in fig. 5 for a determination process of an operation state of the body-stabilizing electronic system under a current driving condition, so as to clearly determine how to determine whether the operation state of the body-stabilizing electronic system under the current driving condition meets a preset control condition.
And 51, judging whether the current working state of the vehicle body stabilizing electronic system is normal, if the current working state of the vehicle body stabilizing electronic system is abnormal, judging that the running state of the vehicle body stabilizing electronic system does not accord with the preset control condition under the current driving working condition, and if the current working state of the vehicle body stabilizing electronic system is normal, executing a step 52.
And 52, judging whether the electronic system for stabilizing the vehicle body recognizes that the current road surface has the slipping phenomenon, if so, judging that the running state of the electronic system for stabilizing the vehicle body under the current driving working condition does not accord with the preset control condition, and if not, executing a step 53.
And 53, judging whether the vehicle body stabilizing electronic system has a torque interference request to the engine management system, if so, judging that the running state of the vehicle body stabilizing electronic system does not accord with the preset control condition, and if not, judging that the running state of the vehicle body stabilizing electronic system accords with the preset control condition.
The process shown in fig. 5 is only an exemplary illustration, and in practical applications, the above determination sequence of the parameters corresponding to the operation state of the body stabilization electronic system under the current driving condition is not limited to the sequence shown in fig. 5, and the determination conditions may be flexibly adjusted or increased or decreased according to actual conditions.
When any one condition which does not meet the preset control condition exists in the current working state of the engine, the running state of the gearbox control unit under the current driving working condition and the running state of the body stabilizing electronic system under the current driving working condition, the fact that the vehicle does not meet the preset control condition is judged.
When the current working state of the engine, the running state of the gearbox control unit under the current driving condition and the running state of the body stabilizing electronic system under the current driving condition are monitored to simultaneously meet the preset control conditions, the initial parameter values of the fuel injection control parameters of the engine of the vehicle are obtained. The fuel injection control parameter is used for determining the fuel injection quantity of the engine, and the initial parameter value of the fuel injection control parameter can be the fuel injection quantity of the engine when the vehicle runs normally.
And when the current working state of the engine, the running state of the gearbox control unit under the current driving working condition and the running state of the body stabilizing electronic system under the current driving working condition are monitored to simultaneously meet the preset control conditions, acquiring the initial angle of the ignition advance angle.
In the embodiment of the application, in order to guarantee the working state of the engine, the engine needs to select the optimal ignition timing, when the engine runs, the ignition system ignites according to the working sequence of the engine cylinders, the optimal ignition timing enables the engine to obtain the maximum power and the minimum fuel consumption, and the good dynamic property of the engine can be guaranteed. Combustion is not instantaneous and therefore to maximise engine output the cylinder mixture is pre-ignited before the spark plug passes tdc so that the maximum pressure of the gas in the combustion chamber is reached by the time the piston enters the power stroke.
In order to maximize the ignition energy, the ignition timing is generally advanced by a certain angle to start ignition, and ignition is performed at the moment when the piston is about to reach the top dead center, rather than just reaching the top dead center, so that an ignition advance angle needs to be set before the ignition timing, and the initial angle of the ignition advance angle is preset according to the engine and can be an angle after 10 crank angle degrees before the top dead center is compressed.
And 22, adjusting the fuel injection control parameter from the initial parameter value to the target parameter value, and then starting timing.
When the vehicle is in an accelerating state, and the current working state of the engine, the running state of the gearbox control unit under the current driving condition and the running state of the body stabilizing electronic system under the current driving condition are monitored to simultaneously meet the preset control conditions, the oil injection control parameter is adjusted from the initial parameter value to the target parameter value, and the engine can be inhibited from knocking.
The knocking of the engine is essentially early combustion, a spark plug of the engine moves in the upward direction of a compression stroke, the early combustion can cause the cylinder to generate larger pressure, the spark plug is pushed back, the running direction of the spark plug is opposite to the running direction caused by the pressure in the cylinder, and larger vibration occurs. The ignition advance angle is set so that combustion can be performed at an optimum angle position before the ignition plug reaches the top dead center. The engine knocks, which causes the mechanical load to increase and the abrasion to be intensified, and influences the dynamic response performance of the vehicle.
When the vehicle is monitored to be in an acceleration state and the vehicle meets the preset control condition, the fuel injection control parameter is adjusted from the initial parameter value to the target parameter value.
The target parameter value of the fuel injection control parameter may be preset, and the target parameter value most favorable for suppressing knocking of the engine is selected by optimizing the knocking condition of each operating condition point in the operating condition of the engine when the engine is tested.
For example, a knock test may be performed on the engine by setting basic calibration contents such as an air charging model, an ignition angle model, a supercharging control, a Variable Valve Timing (VVT) optimization, a basic oil circuit, a pre-ignition control and the like on a transmitter bench, and after the basic calibration contents are set, acquiring universal characteristic data of the engine at a plurality of operating points in each interval point by respectively taking a rotating speed of 250rpm and an air charging efficiency of 10% as one interval point.
The universal characteristic refers to a multi-parameter characteristic, specifically, the speed characteristic and the load characteristic of the internal combustion engine can only express the relationship between two parameters, and in order to express the relationship between three or more parameters, the multi-parameter characteristic, i.e., the universal characteristic, can be adopted. The universal characteristic data reflects the oil consumption condition of the engine under different torques at different rotating speeds corresponding to each operating point.
The universal characteristic data can be analyzed, the knocking conditions of a plurality of working condition points of the engine are determined, and a plurality of first target working condition points where knocking occurs are determined from the working condition points.
And under the condition of knocking, calculating multi-cylinder average receding angles corresponding to the first target working condition points, and determining the first target working condition point corresponding to the multi-cylinder average receding angle larger than a second preset angle as a second target working condition point, wherein the second preset angle can be 3 degrees.
Taking a group of engines to test, adjusting control parameters of a second target working condition point on an engine pedestal, wherein the control parameters can be oil injection angles and injection proportions which are set for multiple times, and can comprise: the first injection angle, the first injection ratio, the second injection angle, the second injection ratio, the third injection angle, the third injection ratio, and the like.
And controlling the multi-cylinder average receding angle of the second target working condition point to be adjusted within a preset angle range by setting the multiple oil injection angles and the injection proportions, wherein the preset angle range can be a range smaller than 1.5 degrees.
And after controlling the multi-cylinder average receding angle of the second target working condition point to be within a preset angle range, acquiring a target parameter value of the fuel injection control parameter at the moment, wherein the target parameter value is a parameter value capable of inhibiting the engine from knocking.
And testing a group of engines with the same model as the tested engine, adjusting the initial parameter value of the fuel injection control parameter to be a target parameter value under the condition of knocking of the engine, analyzing the condition of knocking, and if the aim of inhibiting knocking is not achieved, testing and carrying out related analysis on the engine again until the target parameter value for optimally inhibiting knocking of the engine is obtained.
When the vehicle is in an acceleration state and meets a preset control condition, timing is started after the fuel injection control parameter is adjusted from an initial parameter value to a target parameter value, and control time after the target parameter value is switched is calculated.
And 23, moving the ignition advance angle from the initial angle to the target angle within a preset time period, and monitoring whether the engine knocks.
In the embodiment of the application, when the vehicle is monitored to be in an acceleration state and meets the preset control condition, the timing is started after the initial parameter value of the oil injection control parameter is adjusted to the target parameter value. And within a preset time length, moving the ignition advance angle from an initial angle to a target angle, and monitoring whether the engine knocks.
The preset time period may be denoted as T2. In the embodiment of the present application, in order to better complete the control of the ignition advance angle to avoid damaging the vehicle by directly increasing the ignition advance angle, the preset time period is divided into two continuous time periods, including: a first period of time 0-T1 and a second period of time T1-T2.
And in the first period, controlling the ignition advance angle to start moving to an intermediate angle by taking the first crank angle as one step, wherein the intermediate angle is larger than the initial angle and smaller than the target angle, monitoring whether the engine knocks in the first period after controlling the ignition advance angle to move to the intermediate angle by taking the first crank angle, and if the engine does not knock in the first period, continuously moving the intermediate angle in the second period.
And in a second time period, controlling the ignition advance angle to start moving to the target angle by taking the second crank angle as a step length, and judging whether the engine knocks in the second time period.
In the embodiment, the dynamic response performance of the vehicle is improved by combining the fuel injection control parameter and the coupling control mode of the ignition advance angle.
And 24, if the engine knocks, controlling the ignition advance angle to move from the target angle by a first preset angle until knocking disappears.
In an embodiment of the present application, monitoring whether the engine knocks may be divided into two phases, including: monitoring whether the engine knocks during the first period and whether the engine knocks during the second period.
Specifically, in a first period, the ignition advance angle is controlled to move to an intermediate angle at a first crank angle, whether the engine knocks in the first period is monitored, and the intermediate angle is larger than the initial angle. However, the fuel injection control parameter is adjusted to the target parameter value before the ignition advance is increased, and the target parameter value is used to suppress the occurrence of knocking in the engine, that is, the fuel injection control parameter and the ignition advance are coupled to each other.
If the engine knocks in the first period, the ignition advance angle is controlled to move from the middle angle by a first preset angle until the knocking disappears, namely the angle of the ignition advance angle is reduced, and the knocking is favorably eliminated.
If the engine does not knock in the first period, judging whether the engine knocks in the second period, controlling the ignition advance angle to move to a target angle by a second crank angle in the second period, if the engine does not knock in the second period, controlling the ignition advance angle to move to an initial angle from the target angle, adjusting the target parameter value of the oil injection control parameter to the initial parameter value, and quitting the control mode of coupling the oil injection control parameter and the ignition advance angle.
If the engine knocks in the second period, the ignition advance angle is controlled to move from the target angle by the first preset angle until the knocking disappears, namely the angle of the ignition advance angle is reduced, and the knocking is eliminated.
After the ignition advance angle starts to move from the target angle by a first preset angle, whether the knocking of the engine disappears or not is monitored, wherein the first preset angle can be 0.75 degrees, and the ignition advance angle starts to move from the target angle by taking 0.75 degrees as a step length.
If the acceleration of the cylinder vibration of the engine is smaller than the preset acceleration, determining that the knocking of the engine disappears and the current angle of the ignition advance angle, and controlling the ignition advance angle to move from the current angle to the initial angle so as to guarantee the performance of the vehicle engine.
In the present embodiment, by monitoring whether knocking occurs in two periods, and setting angles by which the ignition timing is shifted in the two periods, the shifted angles include: the first crank angle and the second crank angle can be different, the second crank angle moves again on the basis of moving the first crank angle, namely the angle of the ignition advance angle in the second time period is larger than that in the first time period, in the vehicle acceleration process, the target parameter value beneficial to knocking suppression is switched in advance, the knocking suppression is facilitated by moving the angle of the ignition advance angle in the preset time period, and the power response performance of the whole vehicle is improved.
If during acceleration, the engine is monitored to knock, the ignition timing is directly retarded, i.e. the angle of the ignition advance is reduced, which can result in a reduction in the engine torque output rate and a reduction in the vehicle power response performance. Therefore, under the condition of ensuring that knocking is inhibited, the angle of the ignition advance angle is increased in two time periods, the condition that the angle of the ignition advance angle is directly increased to a target angle is avoided, and the running safety of a vehicle is ensured. The angle of the ignition advance angle is increased in two time periods, the power response performance of the vehicle is improved, the probability of knocking is reduced, and when knocking occurs in the preset time, because the angle of the ignition advance angle is increased in the preset time, the angle space for reducing the ignition advance angle is larger when knocking occurs, and the knocking can be eliminated more favorably.
And 25, if the engine does not knock, controlling the ignition advance angle to move from the target angle to the initial angle, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value.
If the target parameter value of the oil injection control parameter and the moving angle of the ignition advance angle inhibit the occurrence of knocking within the preset time, after the preset time is reached, the torque output rate of the engine is improved, the power response performance of the whole vehicle is stable, the target angle of the ignition advance angle is adjusted to be the initial angle, and the target parameter value of the oil injection control parameter is adjusted to be the initial parameter value, so that the running safety of the vehicle is ensured.
FIG. 6 is a flow chart of another engine control method provided by an embodiment of the present application. As shown in fig. 6, in an embodiment, it may be determined whether the vehicle performs the coupling control of the fuel injection control parameter and the ignition advance angle according to the following steps, and after the vehicle enters the coupling control, it may be determined whether the vehicle knocks.
601, judging whether the vehicle is in an acceleration state, if the vehicle is not in the acceleration state, not entering the coupling control of the fuel injection control parameter and the ignition advance angle, and if the vehicle is in the acceleration state, executing step 602.
And 602, judging whether the vehicle meets a preset control condition, if not, not entering the coupling control of the fuel injection control parameter and the ignition advance angle, and if so, executing a step 603.
603, judging whether the engine generates abnormal combustion of knocking or pre-ignition currently.
604, if the transmitter is currently in abnormal combustion such as knocking or pre-ignition, the ignition advance angle is moved from the target angle by a first preset angle until knocking disappears.
605, if the engine does not produce abnormal combustion such as knocking or pre-ignition, obtaining an initial parameter value of the fuel injection control parameter and an initial angle of the ignition advance angle of the engine, adjusting the initial parameter value of the fuel injection control parameter to a target parameter value, and then starting timing.
And 606, controlling the ignition advance angle to move to an intermediate angle at a first crank angle in a first period.
607, it is judged whether the engine knocks in the first period.
If knocking occurs, the spark advance angle is controlled to move from the intermediate angle by the first preset angle until knocking disappears.
609, if the knocking does not occur, in the second period, the ignition advance angle is controlled to move to the target angle by a second crank angle.
And 610, judging whether the engine knocks in the second period.
611, if knocking occurs, the spark advance angle is controlled to move from the target angle by a first preset angle until the knocking disappears.
And 612, if no knocking occurs, quitting the coupling control of the oil injection parameters and the ignition advance angle, controlling the ignition advance angle to return to the initial angle from the target angle, and adjusting the target parameter value of the oil injection control parameters to the initial parameter value.
The flow shown in fig. 6 is only an exemplary illustration, and in practical applications, the execution sequence of the above-mentioned coupled control for determining whether the vehicle executes the fuel injection control parameter and the ignition timing is not limited to the sequence shown in fig. 6, and the determination conditions may be flexibly adjusted or increased or decreased according to actual situations.
According to the method, the power response performance of the vehicle can be effectively improved through the mode of coupling control of the fuel injection control parameters and the ignition advance angle, whether the engine knocks or not is judged in two time periods when the ignition advance angle is set, and the knocking frequency is favorably reduced. The method and the device can effectively reduce the frequency and the intensity of knocking of the engine when a driver steps on the accelerator suddenly, ensure the running safety of the engine and realize the optimal power response performance of the whole vehicle.
Fig. 7 is a block diagram of an engine control device 7 according to an embodiment of the present invention.
In some embodiments, the engine control means 7 may comprise a plurality of functional modules consisting of computer program segments. The computer programs of the various program segments in the engine control means 7 may be stored in the memory of the on-board device and executed by at least one processor to perform the functions of the engine control (described in detail with reference to fig. 1).
In the present embodiment, the engine control device 7 may be divided into a plurality of functional blocks according to the functions to be executed. The functional module may include: the first adjusting module 730, the second adjusting module 730, the first determining module 740, and the second determining module 750. A module as referred to herein is a series of computer program segments capable of being executed by at least one processor and capable of performing a fixed function and is stored in a memory. In the present embodiment, the engine control device 7 may be defined as above, and details thereof are not described herein.
The obtaining module 710 is configured to, when it is monitored that a vehicle is in an acceleration state, obtain an initial parameter value of an oil injection control parameter of an engine of the vehicle and an initial angle of an ignition advance angle of the engine if the vehicle meets a preset control condition.
The first adjusting module 720 is configured to start timing after the fuel injection control parameter is adjusted from the initial parameter value to the target parameter value.
The second obtaining module 730 is configured to move the spark advance angle from the initial angle to a target angle within a preset time period, and monitor whether the engine knocks.
The first determining module 740 is configured to, if the engine knocks, control the spark advance angle to start moving from the target angle by a first preset angle until knocking disappears.
The second determining module 750 is configured to, if the engine does not knock, control the spark advance angle to return to the initial angle from the target angle, and adjust a target parameter value of the fuel injection control parameter to the initial parameter value.
In some optional embodiments, the first determining module 740 is further configured to:
controlling the ignition advance angle to move to an intermediate angle by a first crank angle within the first period, wherein the intermediate angle is larger than the initial angle and smaller than the target angle;
and controlling the ignition advance angle to move to the target angle by a second crank angle in the second period.
In some optional embodiments, the first determining module 740 is further configured to:
monitoring whether the engine knocks during the first period;
if the engine knocks in the first time period, controlling the ignition advance angle to move from the intermediate angle by the first preset angle until knocking disappears;
and if the engine does not knock in the first time period, monitoring whether the engine knocks in the second time period.
In some optional embodiments, the first determining module 740 is further configured to:
if the engine knocks in a second period, controlling the ignition advance angle to start to move from the target angle by the first preset angle until knocking disappears;
and if the engine does not knock in a second period, controlling the ignition advance angle to return from the target angle to the initial angle, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value.
In some optional embodiments, all characteristic data of the engine corresponding to a plurality of working condition points is obtained;
determining a first target operating point of the plurality of operating points, wherein the first target operating point is the operating point where knocking occurs, based on the universal characteristic data;
calculating a multi-cylinder average receding angle corresponding to the first target working condition point;
determining a first target working condition point corresponding to the multi-cylinder average receding angle larger than a second preset angle as a second target working condition point;
and adjusting the multi-cylinder average receding angle of the second target working condition point to be within a preset angle range according to a preset injection angle and an injection proportion, and determining a parameter value corresponding to the oil injection control parameter as the target parameter value.
In some optional embodiments, the monitoring that the vehicle is in an acceleration state comprises: monitoring the opening degree of an accelerator pedal of the vehicle and the torque required by a driver;
determining that the vehicle is in the acceleration state when the accelerator pedal opening is greater than a first threshold and the driver requested torque is greater than a second threshold;
the determination of the preset control condition comprises the following steps: and judging whether the vehicle meets the preset control condition or not according to the current working state of the engine, the running state of a gearbox control unit under the current driving working condition and the running state of a vehicle body stabilizing electronic system under the current driving working condition.
In some optional embodiments, the first determining module 740 is further configured to:
monitoring whether knocking of the engine disappears or not after the ignition advance angle starts to move from the target angle by a first preset angle;
if the acceleration of the cylinder body vibration of the engine is smaller than the preset acceleration, determining that the knocking of the engine disappears;
and controlling the ignition advance angle to return to the initial angle, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value.
Referring to fig. 1, in the present embodiment, the memory 17 may be an internal memory of the vehicle-mounted device 1, that is, a memory built in the vehicle-mounted device 1. In other embodiments, the memory 17 may also be an external memory of the vehicle-mounted device 1, that is, a memory externally connected to the vehicle-mounted device 1.
In some embodiments, the memory 17 is used for storing program codes and various data, and realizes high-speed and automatic access of programs or data during the operation of the in-vehicle apparatus 1.
The memory 17 may include random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), at least one magnetic disk storage device, a Flash memory device, or other volatile solid state storage device.
In one embodiment, the Processor 18 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component, or the like. A general purpose processor may be a microprocessor or the processor may be any other conventional processor or the like.
The program code and various data in the memory 17 may be stored in a computer-readable storage medium if they are implemented in the form of software functional units and sold or used as separate products. Based on such understanding, the present application may also implement all or part of the processes in the methods of the embodiments, such as the engine control method, by using a computer program to instruct related hardware, where the computer program can be stored in a computer readable storage medium, and when the computer program is executed by a processor, the steps of the embodiments of the methods can be implemented. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, removable hard disk, magnetic disk, optical disk, computer Memory, read-Only Memory (ROM), or the like.
It is understood that the above described module division is a logical function division, and there may be other division ways in actual implementation. In addition, functional modules in the embodiments of the present application may be integrated into the same processing unit, or each module may exist alone physically, or two or more modules are integrated into the same unit. The integrated module can be realized in a hardware mode, and can also be realized in a mode of hardware and a software functional module.
Finally, it should be noted that the above embodiments are only used for illustrating the technical solutions of the present application and not for limiting, and although the present application is described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions can be made on the technical solutions of the present application without departing from the spirit and scope of the technical solutions of the present application.
Claims (10)
1. An engine control method applied to a vehicle-mounted device, characterized by comprising:
when a vehicle is monitored to be in an acceleration state, if the vehicle meets a preset control condition, acquiring an initial parameter value of an oil injection control parameter of an engine of the vehicle and an initial angle of an ignition advance angle of the engine;
adjusting the oil injection control parameter from the initial parameter value to a target parameter value, and then starting timing;
moving the ignition advance angle from the initial angle to a target angle within a preset time period, and monitoring whether the engine knocks;
if the engine knocks, controlling the ignition advance angle to start moving from the target angle by a first preset angle until knocking disappears;
and if the engine does not knock, controlling the ignition advance angle to return to the initial angle from the target angle, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value.
2. The engine control method according to claim 1, characterized in that the preset period in which the spark advance angle is moved from the initial angle to a target angle is divided into a first period and a second period includes:
controlling the ignition advance angle to move to an intermediate angle by a first crank angle within the first period, wherein the intermediate angle is larger than the initial angle and smaller than the target angle;
and controlling the ignition advance angle to move to the target angle by a second crank angle in the second period.
3. The engine control method according to claim 2, characterized in that after controlling the ignition advance angle to move to an intermediate angle by a first crank angle, the method further comprises:
monitoring whether the engine knocks during the first period of time;
if the engine knocks in the first time period, controlling the ignition advance angle to move from the intermediate angle by the first preset angle until knocking disappears;
and if the engine does not knock in the first time period, monitoring whether the engine knocks in the second time period.
4. The engine control method according to claim 3, characterized in that after controlling the spark advance angle to move to the target angle by a second crank angle, the method further comprises:
if the engine knocks in a second period, controlling the ignition advance angle to start to move from the target angle by the first preset angle until knocking disappears;
and if the engine does not knock in a second period, controlling the ignition advance angle to return from the target angle to the initial angle, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value.
5. The engine control method according to claim 1, characterized by further comprising:
acquiring universal characteristic data of the engine corresponding to a plurality of working condition points;
determining a first target operating point of the plurality of operating points, wherein the first target operating point is the operating point where knocking occurs, based on the universal characteristic data;
calculating the multi-cylinder average receding angle corresponding to the first target working condition point;
determining a first target working condition point corresponding to the multi-cylinder average receding angle larger than a second preset angle as a second target working condition point;
and adjusting the multi-cylinder average receding angle of the second target working condition point to be within a preset angle range according to a preset injection angle and an injection proportion, and determining a parameter value corresponding to the oil injection control parameter as the target parameter value.
6. The engine control method according to claim 1, characterized in that:
the monitoring that the vehicle is in an acceleration state comprises: monitoring an accelerator pedal opening of the vehicle and a driver demand torque;
determining that the vehicle is in the acceleration state when the accelerator pedal opening is greater than a first threshold and the driver demand torque is greater than a second threshold;
the determination of the preset control condition comprises the following steps: and judging whether the vehicle meets the preset control condition or not according to the current working state of the engine, the running state of the gearbox control unit under the current driving condition and the running state of the body stabilizing electronic system under the current driving condition.
7. The engine control method according to claim 1, characterized in that the controlling the spark advance angle to move from the target angle by a first preset angle until knocking disappears includes:
monitoring whether knocking of the engine disappears or not after the ignition advance angle starts to move from the target angle by a first preset angle;
if the acceleration of the cylinder body vibration of the engine is smaller than the preset acceleration, determining that the knocking of the engine disappears;
and controlling the ignition advance angle to return to the initial angle, and adjusting the target parameter value of the oil injection control parameter to the initial parameter value.
8. An engine control apparatus, comprising an acquisition module, a first adjustment module, a second adjustment module, a first determination module, and a second determination module:
the acquisition module is used for acquiring an initial parameter value of an oil injection control parameter of an engine of a vehicle and an initial angle of an ignition advance angle of the engine if the vehicle meets a preset control condition when the vehicle is monitored to be in an acceleration state;
the first adjusting module is used for adjusting the oil injection control parameter from the initial parameter value to a target parameter value and then starting timing;
the second adjusting module is used for moving the ignition advance angle from the initial angle to a target angle within a preset time length and monitoring whether the engine knocks;
the first judgment module is used for controlling the ignition advance angle to start moving from the target angle by a first preset angle until knocking disappears if the engine knocks;
and the second judgment module is used for controlling the ignition advance angle to return to the initial angle from the target angle and adjusting the target parameter value of the oil injection control parameter to the initial parameter value if the engine does not knock.
9. An in-vehicle apparatus characterized by comprising a processor and a memory, the processor being configured to execute a computer program stored in the memory to implement the engine control method according to any one of claims 1 to 7.
10. A computer readable storage medium, characterized in that it stores at least one instruction which, when executed by a processor, implements an engine control method as claimed in any one of claims 1 to 7.
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